HORLEY

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One entry, chosen at random rI course, gives an idea of the contents: NO NAME see Horley.

HORLEY (GB) 1904-1907. Harley Motor & Engineering Co.. Hurley, Surrey. Horley was one of the earliest companies to achieve the magic figure of 10,1 ans. for a complete car. This was the light shaft-drive two-seater powered by an 8 h.p. single-cylinder MMC engine which was introduced in 1904 and made for nine years. In 1906 the engine became a 9 h.p., and in 1907 it was replaced by an 8t, h.p. two-cylinder White tir Popp: unit, and the price increased. The Hurley Company also made vans with Aster engines. The original 100 gns. model was sometimes called the “No-Nanw — GNG”. Enough, you see. for historians with more space to build no. The only error spotted so farms the endowing of the sports Mathis, referred to elsewhere in this issue of MOTOR SPORT. with twee than one oh. camshaft. The prominent makes receive more coverage. the Ford Companies, for example, getting some 45 column-inches and 22 photographs.

“The Complete Guide to the Volvo 1800 Series” by John Creighton. 96 pp. 16.50.

“85 Jahn Berliner Automobil Ausstellunger 1895-1982” by Rupert Stuhlemmer. 286 pp. f22.50.

“AC and Cobra” by John McLellan. 175 pp. £14.50 .

These three to books arc all from Dalton Watson. of 76 Wardour Street, London, W1V 4AN. The tiers is explanatory from its title. The sec°nd is an enorm.s feast of German cars and cars font] other nations, including Rolls-Royce, bodied m Germany. The text is in German, but those unable to master this can enjoy the vast number of beautifully reproduced pictures. Most are of the Berlin Motor Exhibitions. but the Avon track is also featured, as are Grand Prix Auto-Unions and Mercedes, and even veteran cars used for demonstration or display at German Motor Shows. The AC book is most welcome, as presenting the AC story, although this ban been oft-told. by Jock Henderson and others, in the beautiful Dalton Watson pictorial thrmat, on high-quality art-paper. We have seen previously many of the photographs used, and almost all tho early racing Ones, but how the publishers have managed to reproduce these so clearly must be their secret. From the 3-wheeler Al. Sociable and early Weller-designed AC light cars, through the racing and record-breaking exploits sit the Anzani and six-cylinder o.h.e. ACs of the 1920s, on to the Hurlock model, and the subsequent ACs, with a great deal on the Cobra, it is mostly all there, including the belt-drive three-wheeler AC Pctiw. I was interested to note that AC Cars got 90 m.p.h, from the pre-war three-carburetter AC 16/80 h.p. two-seater at Brooklandn, as I well remember that. when I tried this car for MOTOR SPORT. I couldn’t get mum than 88 m.p.h., and howupset the AC people were, sending mechanics out from Thames ‘,loon in a fruitless bid to trv to make it do its 90! The hook concludes with specification tables and Press road-test report figures. tom which I note that McLellan prefers the wisdom of the weeklies to MOTOR SPORT! As I have said, the pictures are verv nicely reproduced — look alike AC Ace in the rain at Co Mans, thr instance — the early ones coming presumably from the National Motor Museum. Dems ,lenkinson has patiently helped the author. it says. but the caption to one of the pictures of 1 A Joyse’s famous lightweight o.h.c. tour-cylinder sprint AC takes iss story only as far as Aked’s front axle breakage on Southport sands in 1934. In fact, it was later intended for his proposed motor museum but Robbie Hewiti

located it and. on my advice. Jenkinson being abroad, bought it. A book full of memories and information for AC buffs. — W.B.

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